Method and device for automatically adjusting the axle geometry of a suspended vehicle in a production line

ABSTRACT

A method and a device to adjust the axle geometry of a vehicle ( 1 ), wherein measurement values are taken into account, which are automatically detected at the wheels that are arranged at a fully assembled chassis ( 14 ) of the vehicle ( 1 ). Advantageously, the chassis ( 14 ) is moved to an empty-weight position and at least one of the wheels is rotated. Preferably, an additional measurement value, which represents an inclination of the steering wheel ( 18 ) of the vehicle ( 1 ) is detected and taken into account. Advantageously, the adjusting device for adjusting the axle geometry is integrated into an assembly line after assembly devices that serve to at least assemble the chassis ( 14 ) and the wheels of the vehicle ( 1 ).

This is a Continuation of International Application PCT/DE00/00956, withan international filing date of Mar. 29, 2000, which was published underPCT Article 21(2) in German, and the complete disclosure of which,including amendments, is incorporated into this application byreference.

FIELD OF AND BACKGROUND OF THE INVENTION

The invention relates to a method for adjusting the axle geometry of avehicle and to an adjusting device that adjusts the axle geometry of avehicle. Furthermore, the invention relates to an assembly line forvehicles, which includes assembly installations and an adjusting devicefor adjusting the axle geometry according to the present invention.

Typically, in conventional assembly plants, the axle geometry of avehicle is manually adjusted after completion of the assembly process.At this point, the vehicle has left the area of the assemblyinstallations and the vehicles are manually transported to an area,which includes, if necessary, several parallel stations for adjustingthe axle geometry. These stations may have pits in which mechanics areworking. The vehicles are placed over these pits. The chassis of thevehicles can then be adjusted by the personnel in a shop-like manner.

U.S. Pat. No. 5,040,303 discloses a method and a device for adjustingthe axles of a vehicle. This device includes an automatic adjustingstation that is arranged in a pit. To adjust the vehicle axles, thevehicle must be placed over the adjusting station, for instance by aperson, and at least by means of the vehicle's own chassis. Theadjusting station is configured in such a way that adjustments areperformed on vehicles that have a so-called “set” chassis. In thesevehicles, at least the full vehicle weight has already acted on thechassis over a prolonged period of time, so that stresses of variouskinds have already partly subsided.

U.S. Pat. No. 5,027,275 also discloses a method and a device foradjusting the axles of a vehicle. This device includes an automaticadjusting station that is arranged in a pit. To adjust the vehicleaxles, the vehicle must be placed over the adjusting station, forinstance by a person, and at least by means of the vehicle's ownchassis. Again, the adjusting station is configured in such a way thatadjustments can be performed on vehicles that have a “set” chassis. Inaddition, a possible inclination of the steering wheel is detected bymeans of a steering wheel measuring balance and is taken into account inthe axle adjustment.

German laid-open patent application DE 196 36 427 A1 discloses a methodand a device for measuring and adjusting the axle geometry of a vehicle.This method assumes that the front and rear axles are pre-assembled inseparate assembly areas. Simultaneously to the pre-assembly, the axlegeometry is adjusted in that the positions of the axles are detectedwith respect to a relative coordinate system. This relative coordinatesystem is based on locking pins in the vehicle floor, for example.Subsequent positions of the wheels of the vehicle can be determined viathe position of the brake disks in the relative coordinate system. Thethus pre-assembled and adjusted axles are then mounted to the floor ofthe vehicle.

U.S. Pat. No. 5,731,870 discloses a method and a device for opticallymeasuring the track and inclination values at the vehicle wheels. Tothis end, the vehicle is placed into a measuring station by means of itsown chassis. Here, too, the adjusting station is configured in such away that the adjustments are made on vehicles that have a “set” chassis.

Finally, Japanese Patent JP 10 15 76 53 discloses a method for adjustingthe axle geometry of vehicles in a vehicle production plant. The axlegeometry values of the vehicles are detected and adjusted downstreamfrom the assembly installations where the vehicles are produced. Again,the vehicles are transported to the measuring and adjusting stations bymeans of their own chassis. Here, too, the adjusting station isconfigured in such a way that the adjustments are made on vehicles whosechassis have “set”.

It is one drawback of these prior art devices that each vehicle must beindividually and manually transported to the test stands used forchassis adjustment, which is time consuming and costly. Particularly inthe case of a production plant or assembly line for automotive vehicles,this impairs the rapid production flow in such a way that the chassisgeometry has to be adjusted in so-called rework stations. These areworkstations that are equipped and organized like shops, in which thenewly produced vehicles must be manually adjusted outside the assemblyinstallations, which are typically automated.

A further significant drawback is that the vehicles have already beenset on their wheels prior to being transported to the measuring device.To reach an approximately stationary, i.e., a “set” state, a certainsettling behavior has to be awaited first. During this process, allmovable and spring-action components of a chassis settle while variousstresses are reduced. This is no problem in vehicles that are already inuse, since the settling of the chassis can be considered completebecause of use. In contrast, after a new vehicle produced in an assemblyplant is first set down, one has to wait for a certain settlingbehavior. This, too, can considerably interfere with the rapid and, inparticular, fully automated production flow in an automotive assemblyplant or assembly line.

OBJECTS OF THE INVENTION

It is one object of the invention to provide a method for adjusting theaxle geometry of a vehicle. It is a further object of the presentinvention that this method be automatically performed, for example withthe aid of robots, in particular in fully automated production plants. Afurther object of the invention is to provide an adjusting device thatis suitable for performing this method. It is another object of theinvention to provide a production line or assembly line for vehicles, inwhich the assembly installations of the assembly line interact with theadjusting device according to the invention in a particularlyadvantageous manner.

SUMMARY OF THE INVENTION

According to one formulation of the invention, these and other objectsare achieved by a method for adjusting an axle geometry of a vehicle,which is located in a suspended position after a manufacturing processof the vehicle, and which has a fully assembled chassis that includes atleast a front axle and a rear axle. In a first step of the methodaccording to the invention, measurement values are automaticallydetecting on wheels that are arranged at the chassis of the vehicle.Furthermore, the measurement values are analyzed to automaticallycorrect the axle geometry of the vehicle.

The method is particularly suitable for vehicles that have not yet beenset down onto a lane after completion of the production process. Theadjustment according to the invention is done automatically by takinginto account at least the measurement values that are detected on thewheels mounted to the chassis of the suspended vehicle.

Parameters that characterize the axle geometry of a vehicle include, inparticular, the track and the inclination, but also the caster of thewheels of the vehicle. Therein, the wheels are rims that are fullyequipped with tires.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention and further advantageous refinements of the inventionaccording to the features of the dependent claims are explained in moredetail below with the aid of diagrammatic, exemplary embodiments in thedrawings, in which:

FIG. 1 is a front view of an advantageous embodiment of an adjustingdevice according to the invention;

FIG. 2 is a side view of a first detail of the exemplary adjustingdevice according to FIG. 1; and

FIG. 3 is a side view of a second detail of the exemplary adjustingdevice according to FIGS. 1 and 2.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

According to the present invention, the axle geometry of the vehicle isadjusted during the vehicle production process. The vehicle that isbeing assembled is at least held in a suspended position with the aid ofholding means. Advantageously, these holding means take the form of asuspension conveyor system, which is used not only to hold the vehiclesbut also to transport them into and out of the preferably fullyautomated production and adjusting installations.

Furthermore, according to the invention, the axle geometry of thevehicle is adjusted in a vehicle production area where the essentialcomponents of at least the vehicle chassis have already been fullyassembled. The entire chassis of the vehicle, which includes at leastthe front and rear axles and the drive assembly of the vehicle have beenfully assembled in respective assembly installations and assemblystations. Therein, if necessary, the drive assembly includes a cardanshaft. Moreover, all axles are completely equipped with wheels. Inanother preferred embodiment of the invention, it is advantageous if, inaddition, at least the steering wheel is mounted in the cab.

If appropriate, other components in connection with the drive assembly,such as the exhaust system, heat shields and tanks of the vehicle, mayalso be pre-assembled in the relevant area of the production line orassembly line.

By way of example, FIG. 1 shows a front view of a vehicle 1 in a certainassembly stage. At least with respect to the outer structure of the body11, the vehicle 1 is nearly complete. With respect to the drive units13, i.e., with respect to the chassis 14 and the drive assembly 12, thevehicle 1 is already fully assembled. With respect to the interior 17,the vehicle 1 may still be in its unfinished state. In addition, all theaxles of the vehicle are already equipped with wheels, i.e. essentiallyready for driving. FIG. 1 shows a front axle 151 including right wheel161 and left wheel 162. According to an advantageous embodiment of theinvention, the vehicle 1 shown in FIG. 1 is also equipped with at leasta steering wheel 18 in the interior 17.

Advantageously, in the assembly line, the vehicle 1 is transported bymeans of a conveyor system, in particular by a suspension conveyorsystem 2. By way of example, FIG. 1 shows a front view of a singleU-shaped and rack-like support unit 21 of this conveyor system 2, whichincludes a right support column 221, a left support column 222, and across member 24 extending across the top. Further, the suspensionconveyor system 2 includes a plurality of support units arranged onebehind the other, which form a conveyor tunnel 25. The vehicle 1 is heldby a suspended rack 26, which engages with a vehicle floor 16, and istransported in suspended position through the transport tunnel 25 via arunning rail 27 that is mounted to the cross member 24. In addition, abalcony-like platform 23, the function of which will be explained ingreater detail below, is mounted to the support column 222.

In the exemplary embodiment shown in FIG. 1, the vehicle 1 has just beentransported into an adjusting device for adjusting the axle geometry,which can also be designated as a chassis alignment station. Thecomponents of this station fully automatically engage with the vehiclefrom below i.e., particularly with the vehicle floor 16, the wheels 161,162, and wheels 171, 172. This will be explained in greater detail belowby means of FIGS. 2 and 3.

The adjusting device according to the invention may include dataprocessing components, which, for the sake of clarity, are not depictedin FIG. 1. Preferably, these components are contactless components foridentifying the individual vehicle unit that happens to be in theadjusting device. Such components may also be referred to as anidentification system. The identification components may includeprocessed data that is stored, for instance, in a mobile data memory,which is located on the vehicle 1 or on the suspension rack 26. Thisdata may be detected and processed in a guidance system and displayed,for instance, on a display unit. This data may be necessary, forexample, to provide the setpoint values required for automaticallyadjusting the axle geometry. The setpoint values may be subject totype-specific fluctuations. For example, the axle geometry of vehiclesof same configuration may have to be adjusted differently, e.g., as afunction of the different future use of the vehicle, such astransporting cargo or people, i.e., as a function of the future payload.In addition, different wheelbases and wheel sizes may require acorresponding adaptation of the adjustment values for the respectiveaxle geometry.

FIG. 2 shows a side view of the exemplary adjusting device depicted inFIG. 1. Before the axle geometry can actually be adjusted, variouspreparations are necessary. These preparations include the followingsteps:

In a first step, the vehicle 1 and the components of the adjustingdevice according to the invention are mutually aligned and subsequentlyfixed, i.e., they are held in a rigid position. To this end, theadjusting device according to the invention is advantageously equippedwith a centering device 3. In the exemplary embodiment shown in FIG. 2,this centering device 3 includes fixation pins 311, 312. These fixationpins 311, 312 approach the vehicle from below via a lifting unit 33 andengage either with a lower cross member 261 of the suspension device 26that is located in the vehicle floor 16 or directly with the vehiclefloor 16. A vehicle 1 is now precisely fixed in a certain positionwithin the adjusting device according to the invention relative to thesuspension conveyor system 2. Also, the vehicle 1 is mechanicallysecured. This process may also be referred to as “staking out.”

In a second step, the body 11 must be secured to prevent the body 11from being accidentally lifted out of the suspension device 26. In theexemplary embodiment of FIG. 2, hold-down devices are provided for thispurpose, which are mounted, for instance, to the lifting unit 33. Afirst clamping device 341, which is, for example, of the bracket-type,engages with the vehicle floor 16 in an area of the rear axle 152. Asecond clamping device 342, which is, for example, of the clip-type,engages with the vehicle floor 16 in an area of the front axle 151.

An additional preparation step may be provided to eliminate stressesthat may be present in the chassis and that can be caused by theassembly of the vehicle 1. It is one of the advantages of this exemplaryembodiment that the measurement values, which are required for thesubsequent automatic adjustment of the axle geometry according to theinvention, can be detected with greater accuracy. In order to providethis advantage, the exemplary embodiment depicted in FIGS. 1 to 3 isprovided with track rollers 461, 462, 471, 472 for the wheels 161, 162of the front axle 151 and the wheels 171, 172 of the rear axle 152 ofthe vehicle 1. These track rollers approach the vehicle wheels frombelow by means of lifting units 411, 412, 413, 414. The track rollers461, 462, 471, 472 are mounted on floating plates 463, 464, 473, 474,which are freely movable at least in a horizontal direction.

By means of the lifting units 411, 412, 413, 414, these elements areraised from below against the wheels 161, 162, 171, 172. The raisingmovement against the wheels 161, 162, 171, 172 is so hard that thechassis, i.e., the axles and wheels of the vehicle, approximately reacha so-called “construction position.” This process may also be referredto as “spring-deflection.”

Advantageously, the lifting units subsequently lower the track rollerssupported on the floating plates far enough so that an “empty weightPosition” of the chassis, i.e., of the vehicle's axles and wheels, isapproximately reached. This position approximately corresponds to aposition of the axles and the wheels that would occur if the vehiclewere placed onto a surface and would load the axles and wheels with itsown weight, i.e., the empty weight.

It is advantageous if at least the measurement values that are requiredfor automatically adjusting the axle geometry according to the inventionare detected while the wheels and axles assume this “empty weightposition.”

Thus, in a particularly advantageous manner, the measurement values thatare required to adjust the axle geometry are detected on the wheels,which are mounted to the fully assembled chassis of the vehicle andwhich are located in the “empty weight position.” This results inparticularly high measuring and adjustment accuracy since the wheelsand, thereby, any dimensional tolerances connected therewith areincluded in the measurement. Further, the risk is eliminated that theadjustment of the axle geometry would be changed by some subsequentassembly step, e.g., tire mounting. Advantageously, the automaticallydetected measurement values are the track and inclination values on thefront axle 151 and/or the rear axle 152.

In another particularly advantageous embodiment of the method accordingto the invention, the vehicle wheels, which are preferably in theirempty weight position, are rotated for measurement purposes. Thus, thetrack and inclination values are preferably measured on rotating wheels.This makes it possible to detect other disturbance variables, inparticular production-related imbalances on the wheels and the rims, andto compensate them when the axle geometry is adjusted.

In the preferred embodiment of FIG. 2, the wheels 161, 162, 171, 172 canbe rotated by means of the track rollers 461, 462, 471, 472 and thefloating plates 463, 464, 473, 474, which engage from below via thelifting units 411, 412, 413, 414. Preferably, the measurements arestarted only after a full rotation of the wheels.

To detect the measurement values, in particular the track andinclination values, a high point of a wheel is measured during at leastone fill rotation. This is a point on the surface of a tire where thewheel has a maximum curvature. If a distance measuring device is usedper wheel to detect the measurement values, then a high point is presentwhen a minimum distance value is detected between the wheel and thedistance measuring device. At least one such point is sought perrotation of a wheel. This point is used as a reference point for thefurther measurement of the axle geometry and for the measurement valuescharacterizing the current adjustment of the axle geometry. It isparticularly advantageous to detect the measurement values on the frontand the rear axles in the form of a so-called multipoint measurements.

This can be described as follows. To determine the position of therotational axis of a wheel and, thus, to determine its track andinclination angle, the plane, in which the wheel is rotating, isdetermined. This plane is perpendicular to the rotational axis of thewheel and can be measured by detecting at least three points in thisplane, not all of which lie in a straight line. Advantageously, themeasurement of these three points is carried out by opticaltriangulation. To this end, per measurement point, a laser beam isprojected onto the tire wall. From a fixed angle, a video camera recordsthe laser light, which is backscattered from the tire. An imageprocessor uses the video image to determine the position of the lightpoint on the tire and, thus, its coordinates in space. To increase theaccuracy, a laser line may be used instead of a point-like laser beam.From the coordinates of the laser line, a fixed point is determined,which serves as the base point for determining the wheel plane. A laser,a video camera and an image processor can be placed in each individualdistance sensor. These are the elements identified as 53 a, 53 b, 53 cand 53 d in FIG. 1. Preferably, in order to exclude errors due tounevenness in the tire wall, the values are measured on the rotatingwheel and averaged over one full rotation. Since each unevenness of thetire wall passes each of the three sensors precisely once during onerotation of the wheel, each of the three mean values is equallyinfluenced by each unevenness. Thus, the plane through these three meanvalues represents precisely the rotational axis of a wheel. From therotational axes of all four wheels of a vehicle, the coordinates and theinclination angles of the wheels and, thus, the entire axle geometry canbe calculated. Preferably, a target/actual comparison is then performed,so that, in case of any deviations, correction values can be derived.

In order to detect measurement values, the floating plates are releasedso as to float upon a contact with the respective wheel. During thespring deflection process and the measurement process, the configurationof the floating plates then causes the floating plates to transfer noother forces to the respective wheel than the simulated wheel contactforce.

In a further embodiment of the method according to the invention,additional means are provided for automatically detecting a possibleinclination of the steering wheel. This provides an additionalmeasurement value that can be taken into account in the adjustment ofthe axle geometry. This makes it possible to compensate inclinations ofthe steering wheel, particularly when adjusting the track of thechassis. Also, this way, such inclinations at least do not cause anyadjustment errors. Preferably, to measure the steering wheel position,an optical measuring device 51 is used (see FIG. 1). This measuringdevice 51 may be mounted to the cantilever of an automatic manipulator52. In order to be able to perform the measuring process, the cantileverdrives into the vehicle interior 17, e.g., through an open side window.In the exemplary embodiment of FIG. 2, the manipulator 52 is placed onthe platform 2.

In a particularly advantageous embodiment of the invention, a detectedinclination of the steering wheel is compensated by a preferablyautomatic action on the associated axle, for example. For example,automatic manipulators act on the steering tie rod of the vehicle untilthe inclination of the steering wheel is eliminated. For example, theoptical measuring device 51 detects the change in position of thesteering wheel that occurs due to rotation during such a correction andconverts it into an additional measurement value. This measurement valuecan then be additionally taken into account during the automaticadjustment of the axle geometry.

Advantageously, the optical measuring device 51 of the adjusting deviceaccording to the invention is embodied in the form of a unit thatautomatically generates data, in particular digital picture data, of atleast the steering wheel 18 of the vehicle 1. For example, the opticalmeasuring device 51 is a digital video camera. This data is supplied toan evaluation unit (not depicted), e.g., a digital computer, whichautomatically generates a correction value from the picture data thatrepresents a possible inclination of the steering wheel. This value, inturn, is taken into consideration in the automatic adjustment of thetrack and/or inclination of the chassis.

In practice, the measured values are advantageously the individual trackvalues and the total track values, taking into account the rotatingdirection of the rear wheels. Furthermore, the measured valuesadvantageously include the individual inclination values and thedifferences between the left and the right wheels of a respective axle.The so-called caster of the wheels may also be measured.

To measure these values, it is particularly advantageous to use at leastone optical measuring system. A suitable optical measuring system is,for instance, a laser measuring device. Through distance measurements,the laser measuring device detects the fluctuations that occur during atleast one rotation of a wheel. These fluctuations are used to determinethe associated measurement values for the axle geometry to determinespecial correction values for the precise adjustment of the axlegeometry.

The exemplary optical measuring system shown in FIG. 1 includes thelaser measuring heads 53 a and 53 c, which are mounted to automaticmanipulators 54 a and 54 c, respectively, and which are assigned to theleft wheel 161 and the right wheel 162 on the front axle 151 of thevehicle 1, respectively. Corresponding elements may also be assigned tothe wheels of the rear axle. In FIG. 1, these elements lie in a planelocated behind the elements 53 a, 54 a and 53 c, 54 c. For example, theleft wheel on the rear axle is associated with the laser measuring head53 b on the manipulator 54 b, and the right wheel on the rear axle isassociated with the laser measuring head 53 d on the manipulator 54 d.The measurement values that are thereby detected are supplied to anevaluation unit. In particular, this unit compares the measured trackand inclination values with defined setpoints. Any deviations betweenthe actual values and the setpoint values are used as adjustment valuesfor a subsequent, preferably automatic adjustment.

The adjustment itself is performed on the wheels, which are, during theadjusting, in a stationary state. To this end, the adjusting deviceaccording to the invention has at least one automatic manipulator. Inthe exemplary embodiment of FIG. 3, separate manipulators 55, 56 areprovided for the front axle 151 and the rear axles 152, respectively.The manipulators 55, 56 approach the respective adjustment points on theleft and the right wheels of the respective axle. The track adjustmentis automatically performed until the deviation of the respective actualvalue from the respective associated setpoint value falls within adefined tolerance.

After the adjustment is completed, locking means, which are located onthe chassis of the vehicle 1, are advantageously automatically activatedeither by a different manipulator or preferably by the same manipulators55, 56. These may be locking elements, particularly locknuts, that arealready mounted to the steering tie rod. Advantageously, the manipulatorautomatically limits the forces to be applied to the chassis when thelocking means are activated. In particular, the torques that are appliedto the steering tie rod to activate the locking elements are limited.

After fixing the steering tie rod by a locknut, the adjustment of theaxle geometry of the vehicle 1, which is located in the adjustingdevice, is complete. The adjusting device can now release the vehicle 1,which can then be conveyed onward via the suspension conveyor system 2.To this end, the floating plates 463, 464, 473, 474 are lowered via therespective lifting units 411, 412, 413, 414 and locked. The measuringdevice 5, i.e., in particular the optical measuring device 51 and thelaser measuring heads 53 as well as the associated manipulators 52, 54,are retracted into their initial position. The suspension device 2 cannow release the vehicle 1, which can then be transported to otherassembly installations of the assembly line via the suspension rack 26arranged at rails 27.

In another embodiment of the invention, the automatic adjusting deviceis furthermore equipped with an automatic traversing unit, at least forthe lifting units. If necessary, automatic manipulators may also bepositioned via the traversing unit. In particular, the traversing unitis used to automatically adapt at least the position of the liftingunits to the current distance between the front and rear axles of thechassis of the vehicle, which is held and fixed by the suspensionconveyor system and the centering device. Advantageously, at least onereading device is provided for at least one data carrier. The datacarrier contains the current distance between the front and the rearaxles of the vehicle that is currently located in the adjusting device.The reading device can read this value from the data carrier, and thisvalue can be used to control the automatic traversing unit for thelifting units. Advantageously, the data carrier is mounted directly onthe vehicle or on the suspension conveyor system 2.

In the exemplary embodiment of FIG. 3, such an automatic traversing unit415 for the lifting unit 414 is provided under the right wheel of therear axle 152 of vehicle 1. In particular, this makes it possible toautomatically adjust the position of the lifting unit 414 to the currentdistance between the front axle 151 and the rear axle 152 of the chassis14 of the vehicle 1, which is held and fixed by the suspension conveyorsystem 2 and the centering device 3. The traversing unit 415 issupported on a platform 416 and, in the exemplary embodiment of FIG. 3,additionally carries an automatic manipulator 56, which serves to adjustthe axle geometry on the rear axle 152. Advantageously, at least onelifting unit, which acts on the left rear wheel (not shown in FIG. 3),is likewise supported via an additional automatic traversing unit.

Advantageously, the adjusting device has at least one reading device418, which is mounted to the lifting unit 413 for the rear axle 152, forexample. Preferably, this reading device 418 reads out the content ofdata carriers 417 in contactless manner, in which the current distancebetween the front axle 151 and the rear axle 152 of the chassis 14 ofthe vehicle 1 is stored. In the exemplary embodiment of FIG. 3, the datacarrier 417 is mounted at the vehicle 1.

The automatic traversing unit has the particular advantage that theposition of the lifting units particularly at the rear axle of thevehicle can be automatically adjusted to the current wheelbase.

Further, the device according to the invention for adjusting the axlegeometry of a vehicle has the particular advantage that it can beintegrated into a preferably fully automated assembly line for vehicles.Therein, the inventive device for adjusting the axle geometry of thevehicle is integrated downstream from the assembly installations thatserve to mount at least the chassis and the wheels of the vehicle.Advantageously, the automatic adjusting device is integrated downstreamfrom the assembly installations that serve to mount the steering wheelof the vehicle. There, the steering wheel may also be manually mounted.

The above description of the preferred embodiments has been given by wayof example. From the disclosure given, those skilled in the art will notonly understand the present invention and its attendant advantages, butwill also find apparent various changes and modifications to thestructures and methods disclosed. It is sought, therefore, to cover allsuch changes and modifications as fall within the spirit and scope ofthe invention, as defined by the appended claims, and equivalentsthereof.

What is claimed is:
 1. A method for adjusting an axle geometry of avehicle that is located in a suspended position after a manufacturingprocess of the vehicle and that has a fully assembled chassis comprisingat least a front axle and a rear axle, the method comprising:automatically detecting measurement values on wheels that are arrangedat the chassis of the vehicle; and automatically correcting the axlegeometry of the vehicle utilizing the detected measurement values;wherein the vehicle is located in the suspended position during saidautomatically detecting step and during said automatically correctingstep.
 2. The method as claimed in claim 1, further comprising: holdingthe vehicle down; applying an external counter-force on the chassis ofthe vehicle; and allowing the chassis of the vehicle to spring-deflectto an approximately empty-weight position.
 3. The method as claimed inclaim 2, wherein the counter-force acts on the chassis via the wheels ofthe vehicle.
 4. The method as claimed in claim 1, further comprising:holding the vehicle down; applying an external counter-force on thechassis of the vehicle; allowing the chassis of the vehicle tospring-deflect to approximately a construction position by means of theexternal counter-force; and wherein the chassis of the vehicle issubsequently lowered to an empty weight position.
 5. The method asclaimed in claim 4, wherein the external counter-force acts on thechassis via the wheels of the vehicle.
 6. The method as claimed in claim1, wherein the measurement values are selected from the group consistingof track values and inclination values of at least one of the front axleand the rear axle of the vehicle.
 7. The method as claimed in claim 1,wherein the detecting step comprises: rotating at least one of thewheels of the vehicle; and detecting the measurement values at therotating wheel.
 8. The method as claimed in claim 1, wherein, in thedetecting step, at least one high point of a respective one of thewheels is detected as a reference point during at least one fullrotation of the respective wheel.
 9. The method as claimed in claim 1,wherein, in the detecting step, at least one additional measurementvalue is automatically detected that represents a characteristic measurefor an inclination of a steering wheel of the vehicle; and wherein, inthe correcting step, the additional measurement value is taken intoaccount to adjust the axle geometry of the vehicle.
 10. The method asclaimed in claim 9, wherein the at least one additional measurementvalue is optically detected.
 11. The method as claimed in claim 1,further comprising: automatically correcting an inclination of asteering wheel of the vehicle; and wherein a characteristic measurementvalue for an original inclination of the steering wheel is derived fromat least one positional change that is detected when the inclination ofthe steering wheel is corrected.
 12. An adjusting device for adjustingan axle geometry of a vehicle, comprising: a support assembly supportingthe vehicle in a suspended position; at least one measuring deviceautomatically detecting measurement values on at least one wheel of thevehicle, wherein the vehicle has a fully assembled chassis; and at leastone correcting device automatically adjusting the axle geometry of thevehicle in accordance with the detected measurement values.
 13. Theadjusting device as claimed in claim 12, wherein the measuring devicecomprises an optical measurement system.
 14. The adjusting device asclaimed in claim 13, wherein the optical measurement system comprises alaser measurement head.
 15. The adjusting device as claimed in claim 12,wherein the correcting device comprises: a first automatic manipulatorthat is assigned to at least one of the wheel and an axle of the vehiclefor adjusting the axle geometry of the vehicle.
 16. The adjusting deviceas claimed in claim 15, wherein the first automatic manipulator isconfigured to manipulate components at the chassis of the vehicle thatare designed to adjust at least one of track values and inclinationvalues on at least one of a front axle and a rear axle of the vehicle.17. The adjusting device as claimed in claim 12, further comprising afurther measuring device automatically generating an additionalmeasurement value that represents a characteristic measure for aninclination of a steering wheel of the vehicle.
 18. The adjusting deviceas claimed in claim 17, wherein the further measuring device comprisesan optical recording unit.
 19. The adjusting device as claimed in claim18, further comprising a further correction device for automaticallyadjusting the inclination of the steering wheel, wherein the furthermeasuring device is configured to derive a further measurement value,which represents an original inclination of the steering wheel, from atleast one positional change that occurs when the inclination of thesteering wheel is automatically corrected.
 20. The adjusting device asclaimed in claim 19, wherein the further measuring device derives thepositional change from an angle of rotation of the steering wheel, whichoccurs when the inclination of the steering wheel is automaticallycorrected.
 21. The adjusting device as claimed in claim 18, wherein thefurther measuring device comprises: a unit for automatically generatingpicture data of at least the steering wheel of the vehicle; and anevaluation unit configured to generate the additional measurement valuebased on the picture data.
 22. The adjusting device as claimed in claim21, wherein the unit for automatically generating the picture datacomprises a digital video camera.
 23. The adjusting device as claimed inclaim 17, further comprising a manipulator configured to automaticallydrive the further measuring device into an interior of the vehicle. 24.The adjusting device as claimed in claim 23, wherein the interior of thevehicle comprises a cab.
 25. The adjusting device as claimed in claim13, further comprising: locking means arranged at the chassis of thevehicle; and a third manipulator configured to automatically activatethe locking means.
 26. The adjusting device as claimed in claim 25,wherein the locking means comprise locking elements that are arranged atsteering tie rods of the vehicle.
 27. The adjusting device as claimed inclaim 25, wherein the third manipulator is configured to automaticallylimit forces to be applied when activating the locking means arranged atthe chassis.
 28. The adjusting device as claimed in claim 27, whereinthe forces comprise torques to be applied when activating the lockingelements at steering tie rods of the vehicle.
 29. The adjusting deviceas claimed in claim 15, wherein the first manipulator automaticallyactivates locking means arranged at the chassis of the vehicle.
 30. Theadjusting device as claimed in claim 29, wherein the locking meanscomprise locking elements that are arranged at steering tie rods of thevehicle.
 31. The adjusting device as claimed in claim 29, wherein thefirst manipulator is configured to automatically limit forces to beapplied when activating the locking means arranged at the chassis. 32.The adjusting device as claimed in claim 31, wherein the forces comprisetorques to be applied when activating the locking elements at steeringtie rods of the vehicle.
 33. The adjusting device as claimed in claim13, further comprising an automatic centering device, which aligns andfixes the vehicle in position for an automatic adjustment of thevehicle's axle geometry.
 34. The adjusting device as claimed in claim12, further comprising: a device for holding down the suspended vehicle;and lifting units configured to engage, from below, with the chassis ofthe vehicle to produce an external counter-force.
 35. The adjustingdevice of claim 34, wherein the lifting units are configured to engage,from below, with wheels of the vehicle to produce the externalcounter-force.
 36. The adjusting device as claimed in claim 34, whereinthe lifting units comprise roller tracks for wheels of the vehicle. 37.The adjusting device as claimed in claim 36, wherein the roller tracksdrive the wheels of the vehicle.
 38. The adjusting device as claimed inclaim 36, wherein the roller tracks are supported on the lifting unitsvia floating plates.
 39. The adjusting device as claimed in claim 34,wherein the lifting units are configured to move the chassis of thevehicle into at least an empty-weight position.
 40. The adjusting deviceas claimed in claim 34, further comprising an automatic traversing unitconfigured to automatically adapt the lifting units to a positioning ofwheels arranged at the chassis of the vehicle.
 41. The adjusting deviceas claimed in claim 34, further comprising an automatic traversing unitconfigured to automatically adapt the lifting units to a distancebetween a front axle and a rear axle of the chassis of the vehicle. 42.The adjusting device as claimed in claim 40, further comprising: a datacarrier; and at least one reading unit, which is configured to read outa current distance between the wheels or between a front axle and a rearaxle of the chassis from the data carrier, and which is configured tothereby control the automatic traversing unit for the lifting units. 43.The adjusting device as claimed in claim 42, wherein the data carrier isdirectly mounted to the vehicle.
 44. An assembly line for a vehicle,comprising: a plurality of assembly installations; an adjusting devicefor automatically adjusting an axle geometry of the vehicle, comprising:a support assembly supporting the vehicle in a suspended position; atleast one measuring device automatically detecting measurement values onat least one wheel of the vehicle, wherein the vehicle has a fullyassembled chassis; at least one correcting device automaticallyadjusting the axle geometry of the vehicle in accordance with thedetected measurement values; and a suspension conveyor system conveyingthe vehicle into the adjusting device and removing the vehicle from theadjusting device after completion of the automatic adjustment of theaxle geometry.
 45. The assembly line as claimed in claim 44, wherein theadjusting device is integrated into the assembly line downstream fromthe assembly installations that serve at least to mount the chassis andwheels of the vehicle.
 46. The assembly line as claimed in claim 44,wherein the adjusting device automatically adjusting the axle geometryof the vehicle is integrated at least downstream from an assembly systemthat serves to mount a steering wheel of the vehicle.